Train-control system.



S. G. SMITH.

mm comm SYSTEM.

APPLICATION FILED JUNE 5,1915.

Patented Nov. 9, 1915.

1,159,724 I 3 SHEETSSHEETI Inventor Witnesses Attorneys S. 6. SMITH.

TRAIN CONTROL SYSTEM.

APPLICATION FILED JUNE 5.1915.

1,159,724. Patented Nov. 9, 1915.

3 SHEETSSHEET 2.

Witnesses Inventor Attorneys S. G. SMITH.

TRAIN CONTROL SYSTEM.

APPLICATON FILED JUNE 5.191s.

1,1 59,724. Patented Nov. 9, 1915.

3 SHEETS-SHEET 3.

. WItneS s? j: Inventor W I K V Attorneys SIDNEY GUY SMITH, OF CORPUS CHRISTI, TEXAS.

TRAIN-CONTROL SYSTEM.

Specification of Letters Patent.

Patented Nov. 9, 1915.

Application filed June 5, 1915. Serial No. 32,405.

- To all whom it may concern Be it known that I, Sinner G. SMITH, a citizen of the United States, residing at Corpus Christi, in the county of Nueces and State of Texas, have invented a new and useful Train-Control System, of whichthe following is a specification.

The present invention appertains to train controlling systems, and aims to provide a novel and improved system of that nature which is operable for retarding or arresting the movement of one or both trains, street cars, or other vehicles traveling upon a track when they approach each other within a predetermined or dangerous distance.

It is also within the scope of the invention to provide a a system of the nature indicated, which is so constructed and operable as to cause a signal to be operated intermittently for a given number of times when the train or vehicle approaches too closely to another train or vehicle, in order that the engineer or trainman may have sufiicient opportunity and warning to retard or stop the train, the appliance then being operable after a predetermined number of signals have been given,

for automatically shutting OK the steam and applying the brakes for stopping the train.

It is also the object of the invention to provide a train control system which is improved generally in its construction and details, to enhance the utility and etficiency thereof.

With the foregoing and other objects in view which will appear as the description proceeds, the invention resides in the combination and arrangement ofparts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed can be made within the scope of what is claimed without departing fromthe spirit of the invention.

The invention is illustrated in the accompanying drawings, wherein Figure 1 is a diagrammatical view of the system illustrating one train appliance in full, and aportion of a second train mechanism. Fig. 2 is a diagrammatical view on an enlarged scale of a portion of a train appliance or mechanism. Fig. 3 is an enlarged perspective view of another portion of the train appliance or mechanism.

In Fig. 1, the numerals 1 and 2 designate the traific rails of a railway track, it being train apparatus for use in.

understood at the outset, however, that the present invention may be employed on railroads, street car lines, and the like. Associated with the track in any suitable manner are longitudinal contact rails 3 and 4 which extend throughout the portion of the track which is to be protected.

In Fig. 1, two trains A and B are shown, the same having the respective axles 5 and 6 which are taken to represent the trains. The train appliance or mechanism of each train embodies a short circuit jumper 7 having a contact or brush 8 engaging one of the contacts or sub-rails, and having a contact or brush 9 engaging the corresponding traflic rail. Each train appliance also includes a partial electrical circuit having the terminal contacts or brushes 10 and 11 to engage one traffic rail and one contact rail, respectively. The contact 11 is connected by a conductor vl2 to one pole of a battery or other source of electrical energy 13, and the other pole of the battery 13 is connected by a conductor 14 to the terminal 15 of an electric bell or audible signal 16. The other terminal 17 of the bell 16 is'connected by a conductor 18 with the contact 10 to complete the partial circuit.

The train mechanism includes means for shunting out the bell 16 intermittently, whereby the bell-is operated a predetermined number of times, under a danger condition, and to this end a clock 19 is employed having the minute hand arbor 20 carrying a switch 21, which may be the minute hand. The clock 19 has contacts 22, 23, 21 and25 associated therewith. The

contacts 22 and 23 are insulated from one another and are normally engaged by the switch 21 to bridge the gap therebetween, and the contacts 24 are arranged in a series, and are also connected in series electrically, to be engaged successively after the switch 21 leaves the contacts 22 and 23. The contact 25 is arranged to be engaged by the switch 21 after the switch 21 leaves the contacts 24. The clock 19 is viewed from the rear in Figs. 1 and 2, so that it will be understood that the switch or hand 21 rotates counter-clockwise as viewed in said figures. A disk 26 is secured upon and carried by the arbor 20 and has a notch 27 in which the lower end of a core 28 is normally engaged. The core 28 is arranged to be raised by a solenoid 29 when the solenoid is energized, and the core 28 provides a detent enlever 52, whereby gaging the disk 26 for normally holding the clock 19 at a standstill with the switch 21 engaging the contacts 22 and 23.

The contact 22 is connected by a conduetor 30 with one terminal of the solenoid 29, and the other terminal of the solenoid is connected by a conductor 31 to a conductor 32 which is connected to the terminal 15 of the bell 16 and to the conductor 14. The conductor 32 is connected by a conductor 33 to the arbor 20, so that the conductor 32 is electrically connected to the switch 21. A conductor 3-1 connects the contacts 24 and a conductor which is connected to one terminal of an electromagnct 36, the other terminal ot' the electromagnet 36 being connected by a conductor 37 to the conductor 18. The conductor 34 has a suitable resist-- ance 38 interposed therein for rendering the bell 16 inoperative under certain conditions as will hereinafter appear. The contact 25 is connected by a conductor 39 to the conductor 35, and the contact 23 is connected by a conductor 40 to the conductor 35. The conductor 40 has a suitable resistance 41 interposed therein for preventing the elec tromagnet 36 from being sufficiently energized to attract its armature 42 when the switch 21 engages the contacts 22 and 23.

The armature 42 of the electromagnet 36 acts as a detent for holding train stopping means in inoperative position, whereby when the armature 42 is attracted by the electromagnet 36, the train stopping means will be brought into operation for arresting the movement of the train. The free end of the armature 42 is provided with a book 43 which is normally engaged by the hook 44 of a rod 45. This rod 45 has oppositelv projecting lateral arms 46 which are con nected to springs 47 which tend to pull the rod 45 for operating the train stopping means. lVhen the rod 45 is released, it is arranged to operate the brake valve 48 for applying the air brakes, and to this end the rod 45 carries a tappet 49 which is arranged to strike and swing a lever 50 which is op- 4 eratively connected to the valve 48, whereby when the lever 50 is swung by the tappet 49, the valve 48 will be operated for applying the brakes. The rod 45 is also arranged to swing the throttle lever 52 back to initial position for closing the steam valve 53 which is operated by the throttle lever, the throttle lever 52 carrying a pawl 54 which engages an arcuate rack or segment 55 for holding the throttle lever in position. The rod 45 has a wedge 56 engaging the throttle lever 52, and a push rod 57 is slidably carried by a guide 58v formed upon the throttle when the rod 45 ismoved under the influence of the springs 47, the wedge 56 will force the push rod 57 upwardly to lift the pawl 54 out of engagement with the segment 55, and the Wedge 56 will then engage the guide or lug 58 for swinging the throttle lever back to initial position after the throttle lever is released.

In operation, supposing the two trains A and B to be traveling upon the trafiic rails l and 2 with the contacts 8, 9, 10 and 11 of the train A engaging the respective rails 4, 2, l and 3, and with the contacts 8, 9, 10 and 11 of the train B engaging the rails 3, 1, 2 and 4, respectively, the train mechanisms will be operated when the trains approach too close together. It may be considered that the trains are moving either in the same direction, or toward one another, or that one train is at a standstill, while the other train approaches the same, since the system will operate the same in all events so long as the trains approach one another within a specitied distance. The mechanism of the train A will be considered in detail, it being understood that the mechanism of train B is a. duplicate thereof and operates simultaneously in precisely the same manner, so that a description of both train mechanisms is not necessary. l/Vhen the trains A and B are separated for a safe distance, the jumper 7 of the train B will be sufficiently remote from the train A, so that the resistance offered by the rails 1 and 3 will prevent the mechanism of train A operating, but should the trains A and B approach dangerously near one another, this resistance of the rails 1 and 3 is decreased so that the train mechanism will be brought into operation. It will be apparent to those skilled in the art that the train mechanisms may be so adjusted as to operate when the trains approach within a given distance of one another, due to the decrease in resistance offered by the rails, as will be readily understood. Ordinarily, when the trains are separated a safe distance, the resistance offered by the rails l and 3 and the jumper 7, which provide a partial circuit cooperating with the partial circuit of the train A, is too great to allow the electrical energy created by the battery 13 from operating the bell or signal 16 or the train. stopping electromagnet 36. When the trains approach one another too closely, the resistance offered by the rails 1 and 3 is decreased, and the train mechanism is then set in operation. Thus, current from the battery 13 flows through the conductor 12, contact 11, contact rail 3, jumper 7 of train B, traflic rail 1, conductor 10, conductor 18, bell 16, and conductor 14- back to the battery. This will start the hell or signal 16 in operation, and the clock 19 will also be started due to the fact that the clock mechanism is connected in parallel with the bell or signal 16. Part of the current flowing through the conductor 18 will pass through the conductor 37, electromag net 36, conductor conductor 40, contact 23, switch 21, contact 22, conductor 30, electromagnet 29, conductor 31, and conductor 32 to the conductor 14 which leads to the battery. The resistance offered by the electromagnet 29 and the resistance 41 is sufficient to prevent the electromagnet 36 from being sufliciently energized to attract its armature 42 when the clock is started. lVhen the electromagnet 29 is energized, it raises the core or detent 28 so that the disk 26 is free to rotate with the arbor 20, and the clock will naturally start. As soon as the clock starts, the switch 21 leaves the contacts 22 and 23. \Vhen the switch'21 engages the first contact 24, the bell 16 is shunted out so as to be rendered inoperative, this being due to the fact that the resistance offered by the shunt is less than the resistance offered by the bell 16. The resistance 38 is sutlicient, however, to prevent the electromagnet 36 from being sufiieiently energized to attract the armature 42, although the combined resistances of the resistance 38 and the electromagnet 36 is less than the resistance offered by the bell 16. As soon as the switch 21 leaves the first contact 24, the bell 16 will again operate, for reasons which will be obvious from the foregoing, and when the switch 21 encounters and engages the second contact 24, the bell is again shunted out and stopped for the same reason as above given. Whenthe switch 21 leaves the second contact 24, the bell 16 will again operate until the switch 21 engages the contact 25, in which event, the train stopping means will be automatically set in operation for retarding the train. It will thus be understood'that the bell 16 is operated intermittently for a number of times, to warn the engineer of the impending danger, and to give him sufficient opportunity to stop the train, before the train is automatically stopped. Now, when the switch 21' engages the contact 25, the resistance 38 is cut out, and this will remove the resistance 38 from the shunt in which the electromagnet 36 is included, whereby the electromagnet 36 is sufficiently energized to attract the armature 42. iVhen the armature 42 is attracted by the electromagnet 36, the rod 45 is released. and will be actuated by the springs 47. The rod 45 in being moved by the springs 47 will cause the wedge 46 to release the pawl 54 of the throttle lever, whereby the throttle lever will be returned to initial position, for shutting off the steam. At the same time, the tappet 49 of the rod 45 engages and springs the lever 50-for operating the brake valve 48 to apply the air brakes for stopping the train.

Instead of using the bell 16 by itself, a signal lamp or visual signal may also be employed in connection therewith, if desired, by connecting the lamp in multiple or in series with the bell 16, as will be apparent, and the system is also capable of other improvements in details as will suggest themselves to the skilled mechanic. For instance, a red or danger lamp 59 may be interposed in the conductor 34 so as to be lighted in the face of the engineer, when the train stopping means are about to be automatically applied. Other kindred features may be employed, as circumstances may dictate or necessitate.

After the mechanism has operated, it may be readily restored to original condition after the danger is past, it being noted that when the minute hand arbor 20 rotates one complete revolution, the core 28 will drop into the notch 27 of the disk 26 for stopping the clock and holding the switch 21 upon the contacts 22 and 28.

Having thus described the invention, what is claimed as new is:

1. A train mechanism of a train control system, embodying a partial circuit to cooperate with a track device, and having an electrically operated signal interposed therein, a shunt connected to said circuit parallel with the signal and including clock actuated means for opening and closing the shunt a number of times, said shunt also including electrically operated means for operating a train stopping means and arranged to be operated after the shunt has been opened and closed a predetermined number of times.

2. A train mechanism of a train control system, comprising a partial electrical circuit for cooperation with a track device and having an electrically operated signal interposed therein, and a shunt device connected to said circuit parallel with the signal, the shunt device including a clock, detent means means for holding the clock inoperative,means for releasing the detent means, means operated by the clock for opening and closing the shunt a predetermined number of times, and an electrically operated device for operating a train stopping means after the shunt is opened and closed the predetermined number of times.

A trainmechanism of a train control system, comprising a partial electrical circuit to cooperate with a track device and embodying a pair of conductors connected to an electrically operated signal, and a shunt device connected to said circuit in parallel with the signal, the shunt device including a clock, a switch carried and actuated by the clock. a disk carried and rotated by the. clock and having a notch, a solenoid hav ing a core normally engageable in said notch when-the solenoid is deiinergized, a pair of contacts engaged by said switch when said core is engaged in said notch, one of said contacts being connected to one of said conductors and the other contact being connected through the solenoid to the other conductor, a series of contacts adapted to be engaged by said switch after the switch leaves said pair of contacts, the series of contacts being connected to one ofsaid conductors and the switch being connected to'the other conductor, a contact adapted to be engaged bythe switch after the switch leaves the series of contacts, and an electrically operated device for operating a train stopping means and arranged to be operated when the switch engages the last mentioned contact, whereby when sufficient current traverses the partial circuit, the clock will be started so that the shunt will be opened and closed a predetermined number of times, to finally operate said electrically operated device.

4. A train mechanism of a train control system, embodying an electrical circuit including a signal, clock-actuated means for causing the signal to operate intermittently, and train stopping means operable when the signal is operated a predetermined number of times.

5. In a train control system, a train signal,

means for operating it, a clock, means operated by the clock for operating the signal intermittently, and train stopping means 0perable when the signal is operated a given number of times.

6. In a train control system, a train signal, means for operating it, a clock. means operated by the clock for operating the signal intermittently, train stopping means operable When the signal is operated a given number of times, means for normally holding the clock stopped, and means for releasing the last mentioned means in the event of a dangerous condition.

In testimony that I claim the foregoing as my own, 1 have hereto affixed my signature in the presence of two witnesses.

SIDNEY lrUY SMITH.

\Vitnesses \V. B. BAKER, M. ANTHONY. 

